Electric railway-signal



(No ModeL). '7 I A. J. WILSON.

ELECTRIC RAILWAY SIGNAL.

Patented Mar. 15-, 1892.

No. 470,813. x Q A 7 R w I B 8 V c 7/ wwweooeo M m ow |s PETERS cm, Punnuxraa, wummmm, n. :4

- UNITED STATES PATENT OFFICE.

ADONIRAM J. W'ILSON, OF PORT CHESTER, NEV YORK, ASSIGNOR TO THE HALL SIGNAL COMPANY, OF MAINE.

ELECTRIC RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 470,813, dated March 15, 1892. Application filed November 9,1891- Serial No. 411,293. (No model.)

T to whomit may concern.-

Be it known that I, ADONIRAM J. WILSON, a citizen of the United States, residing at Port Chester, Westchester county, State of New York,have invented a certain new and useful Improvement in Electric Railway Signals, which improvement is fully set forth in the following specification and the accompanying drawings, which form a part hereof.

IO The present invention relates to automatic electric block-signals for railways; and it has for its object to improveand simplify the operation of such systems and to reduce the expense of operating such systems; and it consists of the devices herein shown and claimed. I

The accompanying drawings represent, diagramatically, the invention as applied to a series of blocks on a line of railway, including the first and last blocks of the railway, A being supposed to be the first and G the last block of the railway. The greater number of blocks naturally found on any given installation in practice would be equipped by duplieating indefinitely often the arrangement of circuits and of instruments shown in connection with the intermediate blocks of the series represented-as, for instance, with blocks marked 0, D, E, and F. In the installation represented in the drawings the length of track is divided into separate sections, which are insulated frbm each other in the wellknown way and are marked in the drawings A, B, (J, D, E, F, and G. The trains are supposed to be moving upon the track in the direction indicated by the arrows. Each tracksection has a battery near the end of the same, marked, respectively, A, B',O, D, E, F, and G, and in the familiar way the rails 40 of each section form a part of the circuit of the battery pertaining to that section.

The arrangement of devices will be best explained by describing in order, in connection with the drawings, the successive operations of a train upon those devices in passing over the sections of track represented.

It will be understood that the length of the different sections may be anything desiredas, for instance, a half-mile eachor varying 5o lengths, if desired, at difierent parts of the railway, depending upon the frequency of trains, the presence of curves, tunnels, &c.

Firstoperation-ontrainenteringtrack-section A: If track-sections B and G are clearof trains, the train entering Ain the well-known way short-circuits the current of the battery Afrom the relay 1, demagnetizing that relay and closing at its armature 2 the signal-circuit of the signal S, the current of battery 3 flow-1 ing through said circuit and drawing the sig- 6o nal S to clear in the ordinary way. This continues as long as any part of the train remains upon track-section A. If, however, tracksection B is occupied by a train, that train on B short-circuits the current of battery B and demagnetizes relay 4, thus breaking at 5 the signal-circuit of signal S, so that in that case the operation of the train onA to close at 2 the break there in the signal-circuit of signal 'S does not close all the breaks in that signalcircuitto wit, does not close the break at 5 caused by the train on track-section B-and so does not draw the signal S to clear, but leaves it at danger, on which the engineer of the train on track-section A would stop on sectionAand before signal S until it cleared. Again,if track-section B is clear of trains, but

0 is occupied bya train, that train on'C shortcircuits battery 0' and demagnetizes relay 7, thereby breaking at S the signal-circuit of sig- 8o nalS, so that in that case, as before, the signal S would not clear before the engineer of the train entering section A, but while the latter train remains on section A, (thus closing at 2 the break there in the signal-circuit of the signal S.) Then the moving of the preceding train from section B (which closes at 5 the break there in the circuit of signal S) and its subsequent moving also from section 0 (which closes at 8 the last remaining break 0 in the signal-circuit of signal S) operates to clear signal S in the eyes of the engineer of the waiting train on A. He can then proceed, knowing that track-sections B and 0 must be clear of trains.

Second operation-on train entering tracksection B while track-sections O and D are clear of trains: The train shorircircuits the current of battery 13, demagnetizing relay 4:. This breaks the signal-circuit of signal S at 10c 5, (sending that signal to danger and keeping it there, although another train enters A,) and makes the signal-circuit of signal S'through battery 3 at 6, (drawing signal S to clear. If, however, there is a train on section 0, it will demagnetize relay 7 and break at S the circuit of signal S, so that signal S will not clear before the engineer of the train enter ing section B. Similarly, if there is a train on section D that train will demagnetize relay 11, and so will demagnetizerelay 12, and so will demagnetize relay 7, thereby breaking at 8, as before, the circuit of signal S, so that that signal will not clear before the train entering B. The passage of the train on seetion from that section and from section D closesat 8 the breaks there in the circuit of signal S and causes t-hat signalto clear before the waiting trainon section B.

, Thirdoperation-on train entering tracksection 6) while track-sections D, E,and F are clear of trains: The train short-circuits the current of battery 0' and demagnetizes relay 7. Thisbrea-ks the signal-circuits of signals Sand S at 8 (sending or continuing those signals at danger) and makes at 9 the circuit throughbatterylO of the signal S (clearin g, that signal.) If, however, there is a train onisection D it demagnetizes relay 11, break.- ing at-13 the circuit of signal S so that that signal will notclear before a train onsection 0. Similarly if there is a train on section E it demagnetizes relay 14., breaking at 15 the circuit of signal S so that that signal will not clear before the train on section (J. Similarly if there is a train on section F it demagnctizesrelay 16, which breaks at 17 the circuit of battery 18, demagnetizing relay 19, whichbreaks at 20 the circuit of battery E, demagnetizin g relay 14, which, as before, breaks at 15 the circuit of signalS so that that signal will not clear before the train the signal 8";

which is onseetion C; but when the train on section D leaves that section, thereby closing the break at 13, and also leaves sections E and'F, thereby closing the break at 15, then the signal S will clear before the train waiting on section 0.

Fourth operation-on train entering tracksection Dwhile sections E and F are clear of trains: The train short-circuits the battery D, demagnetizing relay 11. Thisbreaks at 21 the circuit ofbattery 22, which demagnetizes relay 12, which breaks at 23 thecircuit of battery O, which demagnetizes relay 7, which breaks-at 8 the circuit of signal S, thus continuing. that signalat danger. -The=demagnetizing of 11 also, breaks at l3.the circuit of signal S throwing it to danger. It also-closes the breaks at 24= and at 9 in the signal-circuit of signal S (the latter by delnagnetizing relay 7, as above,) thus clearing If, however, there'is a train on section E, it demagnetizes relay 14c and breaks at 15 the circuit of signal S, and so that signal cannot clear; and if there is a train on trains: The train demagnetizes relay 14.

section F it demagnetizes relay 16 and by the break at 17 deinagnetizes relay 19 and by the break at 20 demagnetizes relay 14:, and so, also, breaks at 15 the circuit of signal S, and so that signal cannot clear; but when the train passes from sections E and F then the break at 15 is closed, and the signal S clears beforethe waiting train on section D.

Fifth operation-on train entering tracksection E while sections F and. G are clear of This cuts off at 15 the current of battery 10 from signals S and S ,eontinuing them at or sending them to danger. It also closes at 25 the'br'eak therein the signal-circuit of signal S, the current of battery 26 thereupon clearing that signal before the train. If, however, there is a train on section F,,it demagnetizes relaylti and break-sat 27 the circuit ofsignal S thus-preventing thatsignal from clearing before the train entering sectionE. Similarly, if there is a train on section Gitdemagnetizesrelay 2S and so breaksat 29 the signal-circuit of signal S thus preventing that signalfroin clearing before aitrain moving on section E; but when the-train passes from section F,thus closing the circuit. of signal S at 27 and also passes from section G, thus closing-that same circuit at 29, the signal S clears, and. the trainonisection Eis at liberty to proceed.

Sixth operation-on train entering tracksection F while track-section G is clear-of trains: The train on F demagnetizes relay 16. This breaks at 27 the circuit of signal S" and throws that signal to danger. It alsobreaks at 17 the circuit of battery 18, demagnetizing relay 19, breaking at 20 the circuit of battery E and demagnetizing relay 14, which breaks at 15 the circuitsof signals S and S and continues them at danger. The demagnetizing of relay 16 also closes at 30 and 25 (the latter through the demagnetizing of relay 14) the signal-circuit of signal S and thus clears that signal. If, however, thereis a train on track-section G, it demagnctizes relay 28, breaking at 29 the circuit of signal S, and so preventing that signal from clearing before the train moving on section F. \Vhen the train passes from section G, it will close the signal-circuit at 29 and the signal S will clear.

In the particular arrangement of signals and signal-circuits shown in the drawings, which is the preferred arrangement, it is intended that each alternate signal S S S" shall be merely a green or cautionary signal, which the engineer is supposed topasseven while it is set at danger, but to pass with a precautionary notice to look out sharply for the next signal,and that the intervening signals S S S should be absolute signals, which the engineeris supposed never to pass except when they stand at clear. The advantages of such cautionary signals are many. It will be observed that the cautionary sig- XIO nal S cannot clear in front of a train entering track-section C unless track-sections D, E, and F are clear of trains, whereas the absolute signal S will clear in front of a train entering track-section D if E and F are free of trains, so that an engineer seeing the cantionary signal S clear before him knows that the absolute signal S will also clear before him. On the other hand, the engineer having passed signal S at clear (which shows that sections 0 and D are clear of trains) and finding cautionary signal S at danger and failing to clear before him, knows that S is at danger, not because of a train on section D, but because of a train on section E or F, and so he runs by signal S but is on the look out for danger at signal S for that signal S will not clear before him unless the preceding train has left both E and F, and if that signal does not clear before him he stops his train on section D until it does clear.

It is not essential to the main invention, however, that the intermediate signals should be employed as cautionary signals or be affected by the action of the train on the second or third succeeding rail-circuits, and in such event the connecting circuits and circuit-breakers affecting that end would be omitted.

It will thus be observed that in the broad invention the rail-circuits are normally closed and the signaling-circuitsthe circuits di rectly operating each signalare norm ally open or broken, being normally open orbroken at a circuit-closer which is constructed to be closed by the action of the train upon one of the rail-circuitsthe one at or near theend of which the signal operated by that signah ing-circuit standsand that the signalingcircuit is also capable of being broken by one or more normallyclosed circuit-breakers which are constructed to be opened by the action of a train on one or more of the next succeeding rail-circuits of the line. It will also be observed that in the invention as embodied in its preferred formthe rail-circuits are, as before, normally closed and the signaling-circuits normally open and open as before at a circuit-closer which is constructed to be closed by the action of a train upon one of the rail-circuits, and that the signalingcircuit is also capable of being broken by normally-closed circuit-breakers which are constructed to be opened by the action of a train on either of the next two succeeding railcircuits of thelin'e, the alternate signaling-circuits having circuit-breakers constructed to be opened by the action of a train on either of the next three succeeding rail-circuits of the line.

It will be understood that the visible signals S S S &c., may be replaced by audible signals, or by both audible and visible signals, without departing from my invention; also, that the said signals may be replaced by electric looks or interlocking devices, as parts of a larger system, without departing from my invention; also, that said signals, 850., may be operated either directly by the current flowing in the signaling-circuits of the invention or indirectly by those currentsas, for instance, the signals may be directly operated by steam or pneumatic power or by the current of a dynamo ora storage-battery or other source of current, and said power be directed and controlled by the current flowing in the signaling-circuits of the invention without departing from my invention; and it is understood that the construotion of the relays and of the signals themselves and their operating mechanisms may be greatly varied without departing from my invention.

What I claim as new, and desire to secure by Letters Patent, is I 1. In ablock signaling apparatus, the combination, with a series of normally-closed railcircuits, of a series of normally open or broken signaling-circuits, each signaling-circuit including a normally-open circuit-closer constructed to be closed by the action of the train upon one of the rail-circuits and also including a normally-closed circuit-breaker constructed to be opened by the action of the train upon the next succeeding rail-circuit of the line, substantially as and for the purpose set forth.

2. In a block signaling apparatus, the combination, with a series of normally-closed railcircuits, of a series of normally open orbroken signalin -circuits, each signaling-circuit including a normally-open circuit-closer constructed to be closed by the action of the train upon one of the rail-circuits and also including normally-closed circuit-breakers constructed on each alternate signaling-circuit to be opened by the action of the train upon the two nextsucceeding rail-circuits of the line and on the intermediate signaling-circuits to be opened also by the action of the train on the third succeeding rail-circuit of the line, substantially as and'for the purpose set forth.

ADONIRAM J. WILSON. Witnesses:

CHARLES W. BREWSTER, RALPH B. HIBBARD.

IIOv 

